Diesel distributor valve and governor therefor



7, 1968 R. J. MADDALOZZO 3,398,729

DIESEL DISTRIBUTOR VALVE AND GOVERNOR THEREFOR Filed Oct. 51, 1966 F S HT OFF i F/G. Ll

(Q00 Do I I I I Inc/m United States Patent 4 3,398,729 DIESEL DISTRIBUTOR VALVE AND GOVERNOR THEREFOR Raymond J. Maddalozzo, Chicago, Ill., assignor to International Harvester Company, Chicago, Ill., a corporation of Delaware Filed Oct. 31, 1966, Ser. No. 590,782

Claims. (Cl. 123-139) ABSTRACT OF THE DISCLOSURE A distributor for dividing the output of anengine driven fuel pump into a plurality of streams carried by separate lines connected to injectors, one for each engine cylinder, has a ported sleeve driven in timed relation to the engine to control communication between the pump and each line. A spool valve slideable axially within the sleeve meters the fuel flow through the ported sleeve. Engine speed responsive means varies the indexed position between the sleeve and its drive to advance or retard timing. Engine speed responsive means also slides the spool within the sleeve to change the fuel metering.

This application relates to a distributor valve for the fuel pump of a diesel injection system, such system supplying timed and metered quantities of the fuel individually to each engine cylinder.

It more particularly relates to a rotary fuel distributor and to dual governormeans which I provide therefor.

The governor means according to my invention automatically controls both the injection timing adjustment and the fuel metering adjustment of the valving in the distributor, accomplishing the purpose by novel means and in novel way as will now be explained in detail.

In the drawing:

FIGURE 1 is a longitudinal sectional view in side elevation showing a fuel distributor embodying the present invention;

FIGURES 2 and 3 are transverse sectional views in front elevation of a detail of FIGURE 1, specifically, progressive views along lines II-II of the governor fiyweights as they are displaced; and

FIGURE 4 is a transverse sectional view in rear elevation of another detail of FIGURE 1, taken along lines IV-IV.

In the distributor construction as shown in FIGURES 1, 2, 3, and 4 of the accompanying drawing, diesel fuel under high pressure flows in a path through a series-connected inlet 10 and a diagonally disposed internal passage 12 in a distributor head 14, through a sleeve groove 16 which is generally C-shaped as viewed in cross-section, and which is rotated within distributor valving 18, through a set of diagonally extending individual outlets 20, and fuel delivery lines 22 interconnecting the individual outlets and individual injection nozzles 24, and thence into a diesel engine 26 in which the nozzles 24 spray the fuel into the cylinders.

The nozzles 24 inject on the accumulator principle. They are controlled from pulses introduced into the lines 22 by the valving 18, the description whereof being incorporated herein by reference, as found in copending Maddalozzo patent application Serial No. 590,779 filed Oct. 31, 1966. Briefly, a small sleeve cavity or cul-de-sac 28' communicates alone with either the outlets 20 or straight, spool drain grooves 30 at instantaneous periods and at other instantaneous periods intercommunicates the outlets 20 and diagonal, spool, metering grooves 32 which are under high fuel pressure.

A driven valve sleeve 34 forms the rotor member of the valving 18 and has a gear 36 formed integrally at its first 3,398,729 Patented Aug. 27, 1968 end. The sleeve supports therein a slidable stator spool 38 carrying a pin 40 on its projecting first end, by which the spool is axially adjusted, into different metering or power settings for the engine 26.

An automatically controlled drive for the valving 18 includes a driving shaft 42, a crankshaft connected external gear 44 which is made fast to the shaft 42, and an intermediate shaft 46 coupling the driving shaft 42 and the drivenvalve sleeve 34 in a one-to-one ratio together. A governor housing 48 which carries the distributor head 14 supports the intermediate shaft 46 coaxially with the driving shaft 42, and the head 14 supports thedriven sleeve 34 parallel to the coaxial shafts. The one-to-one drive from the shaft ,46 is transferred by a gear 50 on the latter meshing with the sleeve gear 36.

A fixed knife edge 52 in the housing 48 forms the fulcrum for a tiltable governor arm 54. The governor arm 54 carries a plate 56 which depends from a pivot thereon. The plate is biased to the right as viewed in FIGURE 1 by means of a spring 58, and carries a fork which straddles and presses the spool pin 40 against the governor arm 54.

Bythe simplified dual arrangement of a first speed responsive device 60 and a second such device 62 which are compactly side-by-side on the common shaft 46. I am able to accomplish both the timing adjustment of the driven sleeve 34 and the metering adjustment of the slidable spool 38 by independent movement of their corresponding first ends. Therein lies a brief summary of an aspect of my invention.

More specifically, the device 60 is of a known construction including two drive pins 64 rigidly carried in axial disposition by an integral flange on the driving shaft 42. The intermediate shaft 46 has a flange carrying two axially extending driven pins 66, each pin 66 serving both as the spring seat for a flyweight return spring 68 and as the point of pivotal support of a radially swingable fiyweight 70. Centrifugal outward movement of each flyweight 70 causes a cam surface 72 thereon to move from the position shown in FIGURE 2 to the position shown in FIG- URE 3, wiping across the driving pin 64 so as to cam the pins 64 and 66 closer together. One result is that the force of the flyweight-restoring spring 68 is overcome and it foreshortens to store energy, and the other result is that the intermediate shaft 46 and pins 66 turn slightly forward in the direction of rotation, from the position shown in FIGURE 2 to the position shown in FIGURE 3 relative to the driving shaft 42, not shown. A ten degree range of timing advance is available as illustrated.

In the normal range between and including the dotted line shut-01f position 54a and the rated load posit-ion 54b, the governor arm 54 is controlled by governor flyweights 74 at1d=a common collar 76 included in the device 62, and by an upwardly offset governor spring 78 of the coil compression type. The device 62 has a key 80 making it fast to the intermediate shaft 46. If the engine 26 is overloaded wh-ile running at rated load and speed, it slows temporarily, and the governor weights have less centrifugal force and collapse into the position shown by the dotted lines 74d. The governor spring 78 simultaneously expands, forcing the governor arm 54 past the rated load position 54b and into the overload range to take the position as shown by solid lines. A stop 82 on the moving arm compresses an opposing, adjustable, torque-setting, leaf spring 84 and in its final clockwise movement a-buts solidly against a fixed stop, not shown.

Removing the overload restores the speed of the governor device 62, whereupon the leaf spring 84 unbends to restore the arm 54 to the rated load position 54d, and the governor flyweights 74 take a position (shown in solid lines) balancing the rated load force ofthe governor spring. A tension setting arm 86 (FIGURES 1 and 4) 3 I supports a seat 88 carrying the adjustable end of the 4. An automatically controlled drive as claimed in governor' spring -78,-and is supported by a control shaft "claim3, characterizedbyz 90 in the housing 48 which carries a speed control lever 92. In operation, the lever 92' is rotated so as to advance the tension setting arm 86, first, from the shut-off position shown by the broken lines 8611, second, into a partial power position, not shown, in which the engine is cranked, and third, into the rated load position shown in solid lines in FIGURE 1. The fiyweights 70 automatically apply a speed proportional, first force in the first speed responsive device 60'to appropriately changes the timing adjustment ofthe driven valve sleeve 34. The governor fiyweights 74, through the intervening, axially displaced collar 76 and tiltably displaced arm 54, automatically apply a speed proportional, second force from the governor or device 62 to appropriately change the power adjustment of the slida-ble stator spool 38.

' A pull tube 94 has means, not shown, interconnecting it between the control shaft 90 and the plate 56, enabling the plate 56 to be forcibly tilted by the operator leftwandly toward the governor arm 54. Movement of the arm 86 into the shut-off position indicated by the broken lines 860. therefore provides a means of positive shut-off of the spool 38, due to the attendant pull of the tube 94 and plate 54. a

What is claimed is: 1. In a rotary fuel distributor comprising a hollow distributor head having delivery line connections to individual fuel injection devices, and valving in the hollow interior of the head including a spool and a rotatively driven valve sleeve, disposed one within another and effective to direct fuel flow through the delivery connections and the individual devices in sequence, said driven vailve sleeve being rotatively, advancingly and retractively movable for effecting timing adjustment, said spool being axially movable for effecting power adjustment by altering intercommunication of the sleeve with high and low pressure fuel sources:

an automatically controlled drive including the driven valve sleeve (34) and a driving shaft (42), operatively related with their axes substantially parallel t one another;

an interposed coupling common to the sleeve and shaft, and common to and carrying dual speed responsive means;

means supporting the sleeve and shaft and their interposed coupling, in the operative relationship described;

first means for applying a speed-proportional first force from the speed responsive means to change the timing of the driven valve sleeve; and

second means for'applying a speed-proportional second force from the speed responsive means to change the power adjustment of the valve spool.

2. An automatically controlled drive as claimed in claim 1, characterized by:

the coupling comprising a common intermediate shaft (46) supported by the supporting means so as to be parallel to the driven valve sleeve and coaxial with the driving shaft.

3. An automatically controlled drive as claimed in claim 2, characterized by:

the dual speed responsive means (60, 62) being coaxially arranged sideby-side, in surrounding relation to the common intermediate shaft.

said spool having a first end adjacent the speed responsive means and the common shaft, and projecting beyond a corresponding first end of the driven valve sleeve; J

the second one of said dual speed responsive means comprising a governor collar (76) which is displaced axially of the common shaft to transmit said second force from a projecting end thereof, said second means comprising a fulerally mounted governor arm (54) interconnecting the projecting ends of the respective spool and governor collar.

5. An automatically controlled drive as claimed in claim 4, 'characterized- =by:

, said coupling comprising gear means (50, 36) interconnecting a first end of the common intermediate shaft and the first end of the driven valve sleeve, and means comprising the first one of the dual speed responsive means andsaid first means for connecting the coaxial driving and intermediate shafts so that the latter can be turned to a certain degree of advance and retractionin relation to the driving shaft.

6. The invention of claim 5, characterized by:

said first one of the dual speed responsive means comprising a first fiyweight which is radially displaced at a first end to develop said first force from a second end thereof, said first means comprising a pivot pin (66) interconnecting the second ends of the respective flyweight and common intermediate shaft.

7. The invention of claim 6, characterized by:

said second one of the dual speed responsive means comprising a second flyweight (74) connected to, and radial-1y displaceable to cause the described axial displacement of the governor collar. 4

8. The invention of claim 5, characterized by:

said interconnecting governor arm having its mounting fulcrum between one end and anintermediate, spool connected point on the opposed end' portion of the governor arm, and a governor spring (78) acting between and engaging a spring seat on the extremity of the aforesaid opposed end portion of the governor arm.

9. The invention of claim 8, characterized by:

a fuel control lever (92) having means of connection (90, 86) to the spring seat for adjusting the governor spring force against the governor arm.

10. The invention of claim 9, characterized by:

.a torque spring (84) arranged in the path of the governor arm to effect series opposing relation to the governor spring, and engageable with and being bent by the arm when the governor spring moves the arm into an overload range past the satisfied position at rated load;

said torque spring unbending to restore the arm to the satisfied position when the second fiyweight force has increased effectively to balance the rated load force of the governor spring.

References Cited UNITED STATES PATENTS 3,187,733 6/1965 Heintz l23l39.l4

LAURENCE M. GOODRI'DGE, Primary Examiner. 

